System, method and apparatus for lading measurement in a rail car

ABSTRACT

A rail vehicle includes a truck having wheels for engaging a railroad track, a bolster supported by the truck, and a tank supported by the bolster for storing a lading. A measurement system measures the level of the lading within the tank and includes gauges and a controller. The gauges are disposed at selected points on the bolster for sensing at least one of lateral and longitudinal localized displacement experienced by the bolster during motion of the rail vehicle. The controller calculates the level of the lading within the tank and compensates for changes in the level of the lading during motion of the rail vehicle in response to signals generated by the gauges.

This application claims priority to and the benefit of U.S. ProvisionalPatent Application 62/403,242, filed Oct. 3, 2016, which is incorporatedherein by reference in its entirety.

BACKGROUND OF THE INVENTION

Field of the Disclosure

The present invention relates in general to cargo or lading measurementsand, in particular, to a system, method and apparatus for lading levelmeasurement in a rail car.

Description of the Prior Art

There are many ways to measure cargo or lading levels in a rail car. Forexample, for a rail car fuel tank (such as a cryogenic tank), ladingmeasurement techniques include hydrostatic methods, capacitance methods,lasers, radars and other means. One current method used in the railroadindustry to measure the fluid level in liquid natural gas (LNG) fueltender rail cars is by differential pressure measurements.

In a differential pressure measurement system, a sensor compares thevapor pressure at the top of the tank to the liquid pressure at thebottom of the tank. While this works well for stationary tanks, it doesnot work well for moving tanks, such as those on railroad tank cars andrailroad fuel tenders. Among other things, field observations have shownthat product sloshing and other factors may change a fluid level readingby 20% or more.

Additional factors that also may be considered in measuring cryogenicfluid levels within a moving tank include the cost of cryogenic-ratedtransducers, labor costs, the difficulty of vessel modifications, riskswith flammable vapors, etc. Thus, improvements in cargo or lading levelmeasurement in rail cars continue to be of interest.

SUMMARY

Embodiments of a system, method and apparatus for lading levelmeasurement in a rail car are disclosed. For example, a railroad vehicleincludes a truck having wheels configured to engage a railroad track. Abolster is supported by the truck and a vessel is supported by thebolster and configured to store a lading. A measurement system isincluded for measuring a level of the lading within the vessel. Themeasurement system has strain gauges mounted directly to the bolster andin physical, intimate contact with the bolster. The strain gauges aredisposed at selected points on the bolster and configured to sense atleast one of lateral and longitudinal strain experienced by the bolsterduring motion of the railroad vehicle and generate signals in responsethereto. A controller is included for calculating the level of thelading within the vessel. The controller is configured to compensate forchanges in the level of the lading during motion of the railroad vehiclein response to the signals generated by the strain gauges.

Another embodiment of a railroad vehicle has a pair of trucks, eachhaving wheels configured to engage a railroad track and a bolstersupported by a respective one of the trucks. A vessel is supported bythe bolsters and configured to store a lading. A measurement systemmeasures a level of the lading within the vessel. The measurement systemhas gauges mounted to both of the bolsters. The gauges are disposed atselected points on the bolster and configured to sense at least one oflateral and longitudinal localized displacement experienced by thebolsters during motion of the railroad vehicle and generate signals inresponse thereto.

An embodiment of a method of measuring a weight of a lading in arailroad vehicle includes providing a railroad vehicle having a pair oftrucks, each truck having wheels engaging a railroad track and a bolstersupported by a respective one of the trucks. The method further includesmeasuring a level of the lading within the vessel by sensing at leastone of lateral and longitudinal localized displacement of both of thebolsters during motion of the railroad vehicle and generating signals inresponse thereto. In addition, the method calculates the level of thelading within the vessel by compensating for changes in the level of thelading during motion of the railroad vehicle.

The foregoing and other objects and advantages of these embodiments willbe apparent to those of ordinary skill in the art in view of thefollowing detailed description, taken in conjunction with the appendedclaims and the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

So that the manner in which the features and advantages of theembodiments are attained and can be understood in more detail, a moreparticular description may be had by reference to the embodimentsthereof that are illustrated in the appended drawings. However, thedrawings illustrate only some embodiments and therefore are not to beconsidered limiting in scope as there may be other equally effectiveembodiments.

FIGS. 1A and 1B depict embodiments of strain gauges suitable for thevarious embodiments described herein.

FIG. 2 depicts an embodiment of a Wheatstone bridge in which the straingauges of FIGS. 1A and 1B may be arranged for performing strainmeasurements.

FIG. 3 is a high level diagram of an embodiment of a portion of a trainincluding a LNG fuel tender in service of two locomotives that use LNGfuel.

FIG. 4 is an isometric view of an embodiment of a truck for a rail car.

FIG. 5 is a front sectional view of an embodiment of a bolster of thetruck of FIG. 4, depicting areas of strain on the bolster applied by acar body.

FIGS. 6A-6E depict embodiments of assembly and method steps for mountingthe strain gauges to the bolster, and subsequent testing thereof.

FIG. 7A is a graph depicting grade or inclination of a railroad trackversus measurement error obtained by simulating the load shift of thecar body and load along railroad tracks of various grades.

FIG. 7B is a graph depicting time versus bolster load while a generatedsignal is compared to a standard and an error is calculated anddisplayed.

FIG. 7C is an isometric view of an embodiment of a truck for a rail carshowing the expected longitudinal forces applied to the truck wheels andto the bolster during braking.

FIG. 7D is an isometric view of an embodiment of a truck for a rail carshowing the expected lateral forces applied to the truck wheels and tothe bolster as the rail car traverses a curved railroad track.

FIG. 7E is a graph of individual strain gauge bridge circuits of anembodiment of a bolster system calibration showing measured voltageversus applied load.

FIG. 8A shows an embodiment of a process for fuel level monitoring of afuel tender.

FIG. 8B shows an embodiment of a process for refueling preparation of afuel tender.

FIG. 8C shows an embodiment of a process for automatic refueling of afuel tender.

FIG. 9 is a top, front isometric view of another embodiment of a bolsterfor a rail car.

FIG. 10 is a bottom, left isometric view of the embodiment of thebolster of FIG. 9.

FIG. 11 is a top, front isometric view of still another embodiment of abolster for a rail car.

FIG. 12 is a top, front isometric view of an alternate embodiment of abolster for a rail car.

The use of the same reference symbols in different drawings indicatessimilar or identical items.

DETAILED DESCRIPTION

FIGS. 1-12 disclose embodiments of a system, method and apparatus forcargo or lading level measurement in a rail car. In some versions, thepresent disclosure describes the weighing of the lading of a rail car,no matter if the lading is a liquid, slurry, gel, aggregate, solid, orgas. With regard to LNG (or other liquids), the liquid level is anindirect measurement of the amount of product in a rail car. Theembodiments disclosed herein can measure the weight of the lading so theuser knows how much product they have (by weight). Examples of otherapplications include, for instance, a grain rail car and measuring thegrain therein after tare-ing out the weight of the body of the rail car.

In general, gauges (such as strain gauges) may be used to turn objects(e.g., structures) into load cells. For example, some cranes, forklifts, and bridges are strain gauged and calibrated to indicate load.When people move, their skin stretches, muscles change length, and bonesexperience tensile and compressive forces. Steel and other metals behavesimilarly, and stretch or change length in small amounts when a force isapplied. Strain gauges are used to measure this small change in length.Other types of gauges that may be used with or in place of strain gaugesinclude physical displacement gauges with technology such as: eddycurrent, capacitance, laser, confocal, inductive and magneto-inductivesystems. Each of these gauges is capable of sensing or detectinglocalized displacement, such as the deflection of a structure underload.

Examples of strain gauges 11, 13 are shown in FIGS. 1A and 1B,respectively. Each strain gauge 11, 13 comprises a thin wire on a pieceof film that is bonded to the object being tested. When the object isstrained, the very thin wire is stretched or compressed. This changesthe length of the thin wire, and thus changes the electrical resistance.An electrical circuit or processing system can measure and record thischange in electrical resistance.

Strain gauges are commonly arranged in groups of four in a Wheatstonebridge circuit 15 (FIG. 2) to improve performance compared to a singlestrain gauge. Signals from typical strain gauges are very small,commonly in the thousandths of volts, which require specializedequipment to read and record. In the Wheatstone bridge of FIG. 2, fourstrain gauges (such as strain gauges 11, 13) represent the resistancesR_(a), R_(b), R_(c), and R_(x). The voltage V_(in) is a predeterminedfixed applied voltage, and V_(b) is the output voltage, which varies inresponse to variations in the resistance of the one or more of thestrain gauges 11, 13.

Embodiments of a system, method and apparatus for lading levelmeasurement using strain gauges in a railroad car are disclosed in FIGS.3-8. For example, FIG. 3 is a diagram of a portion of a railroad train21 on a railroad 23 including a pair of locomotives 25 (e.g.,LNG-powered locomotives) serviced by a tender 27 having a vessel forliquid (e.g., a LNG fuel vessel), suitable for describing oneapplication of this disclosure.

The load in the vessel of tender 27 and its contents is distributedlaterally on a railroad track on a steel casting known as a bolster 31(FIG. 4). The weight of the tender 27 and its contents is applied to thecenter bowl 33 of the bolster 31, with some of the weight thereof beingsupported by the side bearings 35 of the bolster 31. The center bowl 33is a cylindrical volume cast into the bolster where the center plateengages the bolster. The center plate is a cylindrical casting fastenedto the vessel of the tender 27 and it engages the center bowl 33. Thecenter wear plate may refer to a sacrificial wear lining inserted intothe center bowl 33. The center wear plate may be of metallic or plasticconstruction. The column wear plates are located on the side frames of atruck 39 of the tender 27. The column wear plates engage the bolster 31at its lateral ends with friction wedges. The column wear plates areoriented fore and aft of springs 37 on the bolster 31. The springs 37support the bolster 31 on outer portions thereof, such as at bolsterspring seats of the bolster 31. Opposite ends of the springs 37 aremounted to the truck 39, which has wheels mounted on axles.

FIG. 5 depicts a front view of the bolster 31. Loads are represented byarrows, such as a load 51 applied by rail vehicle like a fuel tender orcryogenic tank car. Portions of loads 53 of the rail car are applied tothe side bearings 35 as well. The bolster 31 is supported on the railcar's truck 39 via spring forces 55.

There are optional locations for the strain gauges according toembodiments disclosed herein. For example, during experimentation, largestrains on the bolster 31 were found at position A between the bolsterspring seat and the location where the side bearings are mounted. Thestrain gauges may be placed in areas of large strain to get the mostelectrical output signal possible. During some experiments, the straingauges were placed in the areas labeled A in FIG. 5. There are somearrangements of strain gauges that also may compensate for temperature,grade, uneven track, and even the influence of train braking or lateralforces. Installation locations A also offer enhanced protection fromforeign object damage when compared to locations B and C, althoughlocations B and C may offer increased signal, at the cost of reducedprotection.

FIGS. 6A-6E depict an example of one process of attaching the straingauges 11, 13 to the bolster 31, although alternate processes may beused in practice. Examples of attaching the strain gauges include (1)metal foil with adhesive attached directly to the bolster 31; (2) metalfoil with adhesive attached to a piece of intermediate shim stock, thenspot welded to the bolster 31; and (3) fiber optic grating with spotwelding to the bolster 31.

In particular, FIG. 6A illustrates preparation of a surface of thebolster 31 for the strain gauges 11, 13. FIG. 6B shows an example of theplacement of the strain gauges 11, 13 adjacent the springs 37. FIG. 6Cdepicts the installation of the wiring 61 for the strain gauges 11, 13.FIG. 6D illustrates a form of protection 63 for the mounted straingauges 11, 13 and wiring 61. FIG. 6E demonstrates testing of the straingauges 11, 13 on bolster 31 while under load (e.g., simulated railvehicle load 51) such as those presented by a railcar-mounted cryogenictank or fuel tender containing LNG.

During testing using the test bed and test equipment, grade effects fromusing only one instrumented bolster were analyzed with Solidworks and aweight transfer calculation in MS Excel. The test results are depictedgraphically in FIG. 7A, which shows measurement error induced by gradefor a rail vehicle using only one instrumented bolster. Grades in 0.5%increments between 0% and 3% grade were compared to the shift of the LNGload when the rail car vessel is “full” (23,244 gal), about half-full or“half” (13,227 gal), and “low” (4,158 gal). The analyzed data resultedin an error for each level: (1) “Full” had an error rate of about 338gallons per 1% grade; (2) “Half” had an error rate of about 481 gallonsper 1% grade; and (3) “Low” had an error rate of about 385 gallons per1% grade.

The bolster was tested under different loads on a Tinius Olsen testmachine. FIG. 7B shows the results, including the error with thevertical scale on the right and the bolster load (both indicated andactual) with the vertical scale on the left.

The strain gauge circuits on the bolster were wired in a “longitudinal”configuration, which uses a Wheatstone bridge circuit with both halveson a common bolster spring seat. The longitudinal configuration wasexpected to compensate for forces generated during train braking. FIG.7C shows the expected braking forces at each wheel in narrower arrows 71(two of four shown), which react through the side frame of truck 39 andcontact the bolster 31 at the column plates. The railcar body forcereacts against the braking force at the center bowl 33, as shown by thewider arrow 73. The forces from braking seek to bend the bolster 31 in alongitudinal direction, in a plane parallel to the track surface.

The strain gauge circuits on another bolster were wired in a “lateral”configuration, which uses a Wheatstone bridge circuit with the halves ofthe circuit on laterally opposed bolster spring seats. The lateralconfiguration was expected to compensate for forces generated duringcurve negotiation by the rail car.

FIG. 7D shows the curving forces at each wheel, which are transmittedthrough the side frame of the truck 39 and meet the bolster 31 at thecolumn wear plate and/or the bolster gibs. The curving forces arereacted at the center bowl 33 by the railcar body (wider arrow 75) andapplied to the bolster 31 from the column wear plate and/or bolstergibs, as shown by the narrower arrows 77. The forces from curving seekto place one lateral half of the bolster in tension, and the oppositelateral half in compression.

FIG. 7E shows the calibration curves used during testing, in which eachcircuit on each bolster was calibrated individually and as a group. Thecalibration curves are shown on the right and are generally linear, withsimilar slopes (gain). The gain is generally a function of gaugelocation. The zero-intercept (offset) may be influenced by installationmethods, or stress state at the time of strain gauge installation. Oneadvantage of the circuit wiring is an averaging effect, which is shownby the B2-Both trace. Both data points are situated midway between theB2 B-End and the B2 A-End data points on the left half of the graph.This phenomenon can be exploited to link strain gauges on all fourcorners of the car to compensate for load shift, both longitudinally andlaterally.

The railcar can be instrumented in multiple configurations includingSingle Corner, Single End, and Double End. In the Single Cornerconfiguration, one full-bridge circuit is located at one bolster springseat of one of the bolsters and the signal is multiplied by four toobtain car weight. This configuration is susceptible to error fromgrade, braking forces, lateral forces, and railcar body roll motions.

In the Single End configuration, two full-bridge circuits are mounted onopposing bolster spring seats of one of the bolsters, and the signal ismultiplied by two to obtain car weight. If wired in a lateralconfiguration, lateral forces and railcar body roll motion arecompensated for. Error due to braking forces and grade remain unchanged.If wired longitudinally, the error due to braking forces is compensatedfor, while error due to lateral forces, grade, and railcar body motionremain unchanged.

In the Double End configuration, four full-bridge circuits are dividedbetween the two bolsters and no signal multiplication required. Allsignals from each corner are averaged. If each bolster is wiredlaterally, lateral forces and railcar body roll motion are compensatedfor, while error due to braking forces remains unchanged. If eachbolster is wired longitudinally, error due to braking forces iscompensated for, while error due to lateral forces remains unchanged.Regardless of bolster wiring, the Double End configuration compensatesfor load shift from grade and from railcar body roll.

As shown in the embodiment of FIG. 8A, the principles of this disclosureare useful for in-service, over-the-road fuel (such as LNG) levelmonitoring and reporting. For example, the strain gauge signal 80 may besent to a controller 81, with its information displayed 82. An on-boardPLC 83 can store this information 84 and/or communicate the informationto an on-board communications package 85. A wayside communicationspackage 86 can interact with the on-board communications package 85 andrelay information to back office storage 87. A determination 88 is madewhether fuel is needed, which can be sent to the back office storage 87and/or a fuel team can be notified 89.

FIG. 8B depicts an embodiment of a method of cryogenic refuelingpreparation. For example, after a fuel level report 90 is obtained adetermination 91 is made whether refuel is needed. If not, a subsequentfuel level report is obtained. If refuel is needed, the tender isphysically secured 92 and connections 93 are made. Pre-fuel checks 94are performed and a determination 95 is made whether to refuelautomatically or manually. If the refuel is automatic, the controllertakes over the refuel operation 96. If the refuel is manual, an inquiry97 is made whether to begin refueling. If not, subsequent pre-fuelchecks are made. If refueling is to begin, manual refueling 98 isperformed.

FIG. 8C illustrates one version of automatic control of refuelequipment. For example, an operator may signal “ready to begin” 101 anda determination 103 is made whether interlock is actuated. If not, themethod returns to the “ready to begin” signal 101. If so, the pump isactuated 105 for speed “n” for maximum flow rate. Pump speeds can be setby relay or signal to a variable frequency drive (VFD). Set points arespecific to a particular vessel design. The method continues until theset point is reached 107, and relays are actuated 109 to change the pumpspeed to reduce the flow rate. Once the set point is reached 111, relaysare actuated 113 to change the pump speed to an approach flow rate. Oncethis set point is reached 115, pump operation is halted 117, fuel levelis confirmed 119, the interlock is released 121, connections are broken125 and refueling is complete 127.

One embodiment of a load measurement system of the present principleswill have at least one of the three strain gauge configurationsdescribed herein and applied to at least one of the bolsters of the car.The bolster strain gauge circuits are then connected to a controller.The strain gauges, together with a controller, recording device and acommunication package comprise an integrated fuel monitoring andmanagement system.

Embodiments of the controller may perform at least the following tasks:(1) provide power to the strain gauge circuits; (2) read the signal fromthe strain gauge circuits; (3) compensate the strain gauge circuitsignal based on fluctuations of strain gauge circuit power; (4) displaythe strain gauge signal voltage or a process value (PV) based on thevoltage (e.g., pounds, gallons, etc.) for observation by personnel; (5)filter the measured value based on controller configuration; (6) displayalarm status based on controller configuration; (7) locally communicatethe signal from the strain gauge to a recording device located on therail car, or to a remote communications device such as a cell modem ordata radio located on the rail car for transmittal to a data center; (8)control electrical relays based on the measured value; and (9) readdigital input signals for alternate user input.

For error handling, should any one circuit be compromised, thecontroller can sense the electrical short or open circuit and display anerror message. The offending circuit is connected, inspected, anddiagnosed. If the circuit cannot be repaired, a calibration curve isregenerated from original calibration data excluding the offendingcircuit. The new calibration curve is then uploaded to the controller.The rail car may then continue to be used without the need for a bolsterreplacement.

FIGS. 9 and 10 are isometric views of another embodiment of a bolster 31for a rail car. In this version, measurement of vertical deflection ofthe bolster may be used to approximate the lading level in the storagevessel of a rail car. As noted above, a vertical load 51 (FIG. 5) to thecenter bowl 33 may be applied to the bolster 31 by the storage vessel.In one embodiment, a bridge 131 that is rigid is mounted to the bolster31 adjacent lateral ends of the bolster 31. In the example shown, thelateral ends of the bridge 131 are adjacent the side bearings 35. Thebridge 131 would have minimal to no vertical deflection while thebolster 31 is loaded vertically by vertical load 51. In some versions, abracket 133 may be mounted adjacent a center vertical face of thebolster 31. Bracket 133 may be close to the center bowl and midway alongthe lateral length of the bridge 131. In one example, the bracket 133 isat the position of maximum deflection of the bolster 133 while it isunder vertical load 51. A gauge 135, such as a displacement transducer,may be used to measure the variation in the deflection, gap or distancebetween the bracket 133 and the bridge 131, such as the center of thebridge 131.

In some embodiments, the bridge 131 may be secured under the sidebearings 35. This configuration provides a relatively easy fieldinstallation to an existing bolster 31. In an alternate version, thebridge 131 may be made wider and bolted to the bolster 31 furtherlaterally outboard of the side bearings 35, which could increase themeasured deflection for any given load.

FIG. 11 is an isometric view of another embodiment of a bolster 31 for arail car. This version is somewhat similar to that of FIGS. 9 and 10,except that two mirror-image bridges 201, 203 are used. The bridges 201,203 may be mounted to the bolster 31 beneath respective side bearings 35on either side of the center bowl 33. The bridges 201, 203 may generallyfollow contours of the bolster 31, and may be joined to each other at apivot 205. Each bridge 201, 203 may include a lever 207, such as anupward extending arm. Tips of the levers 207 may include brackets 209,which may be located adjacent a center of the bolster 31. A gauge, suchas a displacement transducer, may be used to measure the variation inthe deflection, gap or distance between the brackets 209. For example,when the load 51 is applied at the center bowl 33, the deflection of thebolster 31 causes a change in angular displacement of the brackets 209relative to the pivot 205. The angular change of the bolster 31 isamplified by the levers 207, and can be observed as a lineardisplacement of the brackets 209 at the tips of the levers 207.

FIG. 12 depicts an alternate embodiment of a bolster 331 on a truck 339.Truck 339 can include the same components as truck 39 (FIG. 4),including a center bowl 333, side bearings (not shown) and spring nests340 with springs (not shown for illustration purposes) between thebolster 331 and the truck 339, and wheels mounted on axles. Anembodiment of a measurement system for bolster 331 can include elementsadjacent one or more side frames 342 of the truck 339. The measurementsystem can be positioned adjacent at least one of a leading edge or atrailing edge of the bolster 331, and either inside or outside of theside frame 342, as shown.

Embodiments of the measurement system can include a measurement device344 that is configured to obtain a measurement of the separation of thebolster 331 and the side frame 342 via (for example) a rod 346 that canbe displaced from a measurement target 348 on the side frame 342.Examples of measurement tools for such applications can include one ormore of a gauge, draw-wire (e.g., string potentiometer), laser, radar,ultrasonic, linear variable differential transformer (LVDT), eddycurrent, or still other methods known to those of ordinary skill in theart. The measurement system and tools may be incorporated into a system,method and apparatus for lading level measurement in a railroad car, asdescribed elsewhere herein.

Although the invention has been described with reference to specificembodiments, these descriptions are not meant to be construed in alimiting sense. Various modifications of the disclosed embodiments, aswell as alternative embodiments of the invention, will become apparentto persons skilled in the art upon reference to the description of theinvention. It should be appreciated by those skilled in the art that theconception and the specific embodiment disclosed might be readilyutilized as a basis for modifying or designing other structures forcarrying out the same purposes of the present invention. It should alsobe realized by those skilled in the art that such equivalentconstructions do not depart from the spirit and scope of the inventionas set forth in the appended claims.

It is therefore contemplated that the claims will cover any suchmodifications or embodiments that fall within the true scope of theinvention.

Other versions may include one or more of the following embodiments:

Embodiment 1. A railroad vehicle, comprising:

a truck having wheels configured to engage a railroad track;

a bolster supported by the truck;

a vessel supported by the bolster and configured to store a lading; and

a measurement system for measuring a level of the lading within thevessel, the measurement system comprising:

strain gauges mounted directly to the bolster and in physical, intimatecontact with the bolster, wherein the strain gauges are disposed atselected points on the bolster and configured to sense at least one oflateral and longitudinal strain experienced by the bolster during motionof the railroad vehicle and generate signals in response thereto; and

a controller for calculating the level of the lading within the vessel,wherein the controller is configured to compensate for changes in thelevel of the lading during motion of the railroad vehicle in response tothe signals generated by the strain gauges.

Embodiment 2. The railroad vehicle of any of these embodiments, whereinthe strain gauges are mounted to the bolster with one of bonding orwelding.

Embodiment 3. The railroad vehicle of any of these embodiments, whereinthe strain gauges are not mounted to a load cell.

Embodiment 4. The railroad vehicle of any of these embodiments, whereinthe railroad vehicle comprises a second truck opposite the truck, andthe second truck comprises a second bolster that also has strain gauges.

Embodiment 5. The railroad vehicle of any of these embodiments, whereinthe strain gauges are located only on lower surfaces of the bolster.

Embodiment 6. The railroad vehicle of any of these embodiments, whereinthe strain gauges are not located on or above upper surfaces of thebolster.

Embodiment 7. The railroad vehicle of any of these embodiments, whereinthe strain gauges are not located at a center bowl or at side bearingsof the bolster, such that the strain gauges are not sacrificiallyconsumed during operation of the railroad vehicle.

Embodiment 8. The railroad vehicle of any of these embodiments, whereinthe strain gauges are mounted adjacent a bolster spring seat of thebolster.

Embodiment 9. The railroad vehicle of any of these embodiments, whereinthe strain gauges are configured to be in one of wireless or hard-wiredcommunication with the controller.

Embodiment 10. The railroad vehicle of any of these embodiments, whereinthe strain gauges and the controller form parts of a fuel monitoring andmanagement system, and the fuel monitoring and management system furthercomprises a recording device and a communications package.

Embodiment 11. The railroad vehicle of any of these embodiments, whereinthe strain gauges are sealed in at least one of a metal enclosure,polytetrafluoroethylene (PTFE) tape, epoxy, rubber, nitrile rubber,sealant, room-temperature-vulcanization (RTV) sealant or silicone.

Embodiment 12. The railroad vehicle of any of these embodiments, whereinthe vessel is a cryogenic tank configured to store cryogenic fuel.

Embodiment 13. The railroad vehicle of any of these embodiments, whereinthe strain gauges are configured in a longitudinal configuration havingportions adjacent a common bolster spring seat, such that thelongitudinal configuration is configured to compensate for forcesimparted to the bolster during train braking.

Embodiment 14. The railroad vehicle of any of these embodiments, whereinthe strain gauges are configured in a lateral configuration havingportions adjacent laterally-opposed bolster spring seats, such that thelateral configuration is configured to compensate for forces imparted tothe bolster during curve negotiation by a train.

Embodiment 15. A railroad vehicle, comprising:

a pair of trucks, each having wheels configured to engage a railroadtrack and a bolster supported by a respective one of the trucks;

a vessel supported by the bolsters and configured to store a lading; and

a measurement system for measuring a level of the lading within thevessel, the measurement system comprising:

a gauge mounted to each of the bolsters, such that each bolster has arespective gauge, wherein the gauges are disposed at selected positionson the bolsters and configured to sense localized displacementexperienced by the bolsters during motion of the railroad vehicle andgenerate signals in response thereto; and

a controller for calculating the level of the lading within the vesselin response to the signals generated by the gauges.

Embodiment 16. The railroad vehicle of any of these embodiments, whereinthe gauges comprise one or more physical displacement gauges comprising:eddy current, capacitance, laser, confocal, inductive andmagneto-inductive.

Embodiment 17. A railroad vehicle, comprising:

a truck having wheels configured to engage a railroad track;

a bolster supported by the truck;

a vessel supported by the bolster and configured to store a lading; and

a measurement system for measuring a level of the lading within thevessel, the measurement system comprising:

gauges mounted to the bolster, wherein the gauges are disposed atselected points on the bolster and are not located on or above uppersurfaces of the bolster, and the gauges are configured to sense at leastone of lateral and longitudinal localized displacement experienced bythe bolster during motion of the railroad vehicle and generate signalsin response thereto; and

a controller for calculating the level of the lading within the vessel,wherein the controller is configured to compensate for changes in thelevel of the lading during motion of the railroad vehicle in response tothe signals generated by the gauges.

Embodiment 18. The railroad vehicle of any of these embodiments, whereinthe gauges comprise one or more physical displacement gauges comprising:eddy current, capacitance, laser, confocal, inductive andmagneto-inductive.

Embodiment 19. A railroad vehicle, comprising:

a pair of trucks, each having wheels configured to engage a railroadtrack and a bolster supported by a respective one of the trucks;

a vessel supported by the bolsters and configured to store a lading; and

a measurement system for measuring a level of the lading within thevessel, the measurement system comprising:

a gauge mounted adjacent to one of the bolsters such that the gauge isspaced apart from the one of the bolsters and configured to senselocalized displacement experienced by the one of the bolsters andgenerate signals in response thereto; and

a controller for calculating the level of the lading within the vesselin response to the signals generated by the gauge.

Embodiment 20. The railroad vehicle of any of these embodiments, whereinthe gauge is configured to sense localized vertical displacementexperienced by the one of the bolsters.

Embodiment 21. The railroad vehicle of any of these embodiments, whereinthe gauge comprises a physical displacement transducer that is free ofdirect contact with the bolster, such that gauge does not physicallytouch the bolster itself

Embodiment 22. The railroad vehicle of any of these embodiments, furthercomprising a bridge mounted to a top of the bolster adjacent sidebearings of the bolster, a bracket mounted to a vertical surface of thebolster, the bridge is spaced apart from the bracket, and wherein thegauge comprises a physical displacement gauge located between the bridgeand the bracket.

Embodiment 23. The railroad vehicle of any of these embodiments, furthercomprising bridges, each mounted to a top of the bolster adjacent arespective one of the side bearings of the bolster, the bridges areattached to each other at a pivot, a lever extends from each of thebridges adjacent the pivot, and wherein the gauge comprises a physicaldisplacement gauge located between distal tips of the levers oppositethe pivot.

Embodiment 24. A method of measuring a weight of a lading in a railroadvehicle, the method comprising:

(a) providing a railroad vehicle having a pair of trucks, each truckhaving wheels engaging a railroad track and a bolster supported by arespective one of the trucks, and the railroad vehicle comprises avessel supported by the bolsters and the vessel contains a ladingtherein;

(b) measuring a level of the lading within the vessel by sensinglocalized displacement of both of the bolsters during motion of therailroad vehicle and generating signals in response thereto; and

(c) calculating the level of the lading within the vessel bycompensating for changes in the level of the lading during motion of therailroad vehicle.

Embodiment 25. A method of installing a weight measuring system on arailroad vehicle, wherein the railroad vehicle comprises a truck havingwheels configured to engage a railroad track and a bolster supported bythe truck, the method comprising:

(a) grinding and polishing portions of the bolster;

(b) mounting strain gauges directly to the bolster at the ground andpolished portions and installing communications hardware to the straingauges; and then

(c) sealing the strain gauges mounted to the bolster.

This written description uses examples to disclose the embodiments,including the best mode, and also to enable those of ordinary skill inthe art to make and use the invention. The patentable scope is definedby the claims, and may include other examples that occur to thoseskilled in the art. Such other examples are intended to be within thescope of the claims if they have structural elements that do not differfrom the literal language of the claims, or if they include equivalentstructural elements with insubstantial differences from the literallanguages of the claims.

Note that not all of the activities described above in the generaldescription or the examples are required, that a portion of a specificactivity may not be required, and that one or more further activitiesmay be performed in addition to those described. Still further, theorder in which activities are listed are not necessarily the order inwhich they are performed.

In the foregoing specification, the concepts have been described withreference to specific embodiments. However, one of ordinary skill in theart appreciates that various modifications and changes can be madewithout departing from the scope of the invention as set forth in theclaims below. Accordingly, the specification and figures are to beregarded in an illustrative rather than a restrictive sense, and allsuch modifications are intended to be included within the scope ofinvention.

It may be advantageous to set forth definitions of certain words andphrases used throughout this patent document. The term “communicate,” aswell as derivatives thereof, encompasses both direct and indirectcommunication. The terms “include” and “comprise,” as well asderivatives thereof, mean inclusion without limitation. The term “or” isinclusive, meaning and/or. The phrase “associated with,” as well asderivatives thereof, may mean to include, be included within,interconnect with, contain, be contained within, connect to or with,couple to or with, be communicable with, cooperate with, interleave,juxtapose, be proximate to, be bound to or with, have, have a propertyof, have a relationship to or with, or the like. The phrase “at leastone of,” when used with a list of items, means that differentcombinations of one or more of the listed items may be used, and onlyone item in the list may be needed. For example, “at least one of: A, B,and C” includes any of the following combinations: A, B, C, A and B, Aand C, B and C, and A and B and C.

Also, the use of “a” or “an” are employed to describe elements andcomponents described herein. This is done merely for convenience and togive a general sense of the scope of the invention. This descriptionshould be read to include one or at least one and the singular alsoincludes the plural unless it is obvious that it is meant otherwise.

The description in the present application should not be read asimplying that any particular element, step, or function is an essentialor critical element that must be included in the claim scope. The scopeof patented subject matter is defined only by the allowed claims.Moreover, none of the claims invokes 35 U.S.C. § 112(f) with respect toany of the appended claims or claim elements unless the exact words“means for” or “step for” are explicitly used in the particular claim,followed by a participle phrase identifying a function. Use of termssuch as (but not limited to) “mechanism,” “module,” “device,” “unit,”“component,” “element,” “member,” “apparatus,” “machine,” “system,”“processor,” or “controller” within a claim is understood and intendedto refer to structures known to those skilled in the relevant art, asfurther modified or enhanced by the features of the claims themselves,and is not intended to invoke 35 U.S.C. § 112(f).

Benefits, other advantages, and solutions to problems have beendescribed above with regard to specific embodiments. However, thebenefits, advantages, solutions to problems, and any feature(s) that maycause any benefit, advantage, or solution to occur or become morepronounced are not to be construed as a critical, required, or essentialfeature of any or all the claims.

After reading the specification, skilled artisans will appreciate thatcertain features are, for clarity, described herein in the context ofseparate embodiments, may also be provided in combination in a singleembodiment. Conversely, various features that are, for brevity,described in the context of a single embodiment, may also be providedseparately or in any subcombination. Further, references to valuesstated in ranges include each and every value within that range.

What is claimed is:
 1. A railroad vehicle, comprising: a truck havingwheels configured to engage a railroad track; a bolster supported by thetruck; a vessel supported by the bolster and configured to store alading; and a measurement system for measuring a level of the ladingwithin the vessel, the measurement system comprising: strain gaugesmounted directly to the bolster and in physical, intimate contact withthe bolster, wherein the strain gauges are disposed at selected pointson the bolster and configured to sense at least one of lateral andlongitudinal strain experienced by the bolster during motion of therailroad vehicle and generate signals in response thereto; and acontroller for calculating the level of the lading within the vessel,wherein the controller is configured to compensate for changes in thelevel of the lading during motion of the railroad vehicle in response tothe signals generated by the strain gauges.
 2. The railroad vehicle ofclaim 1, wherein the strain gauges are mounted to the bolster with oneof bonding or welding.
 3. The railroad vehicle of claim 1, wherein thestrain gauges are not mounted to a load cell.
 4. The railroad vehicle ofclaim 1, wherein the railroad vehicle comprises a second truck oppositethe truck, and the second truck comprises a second bolster that also hasstrain gauges.
 5. The railroad vehicle of claim 1, wherein the straingauges are located only on lower surfaces of the bolster.
 6. Therailroad vehicle of claim 1, wherein the strain gauges are not locatedon or above upper surfaces of the bolster.
 7. The railroad vehicle ofclaim 1, wherein the strain gauges are not located at a center bowl orat side bearings of the bolster, such that the strain gauges are notsacrificially consumed during operation of the railroad vehicle.
 8. Therailroad vehicle of claim 1, wherein the strain gauges are mountedadjacent a bolster spring seat of the bolster.
 9. The railroad vehicleof claim 1, wherein the strain gauges are configured to be in one ofwireless or hard-wired communication with the controller.
 10. Therailroad vehicle of claim 1, wherein the strain gauges and thecontroller form parts of a fuel monitoring and management system, andthe fuel monitoring and management system further comprises a recordingdevice and a communications package.
 11. The railroad vehicle of claim1, wherein the strain gauges are sealed in at least one of a metalenclosure, polytetrafluoroethylene (PTFE) tape, epoxy, rubber, nitrilerubber, sealant, room-temperature-vulcanization (RTV) sealant orsilicone.
 12. The railroad vehicle of claim 1, wherein the vessel is acryogenic tank configured to store cryogenic fuel.
 13. The railroadvehicle of claim 1, wherein the strain gauges are configured in alongitudinal configuration having portions adjacent a common bolsterspring seat, such that the longitudinal configuration is configured tocompensate for forces imparted to the bolster during train braking. 14.The railroad vehicle of claim 1, wherein the strain gauges areconfigured in a lateral configuration having portions adjacentlaterally-opposed bolster spring seats, such that the lateralconfiguration is configured to compensate for forces imparted to thebolster during curve negotiation by a train.
 15. A railroad vehicle,comprising: a pair of trucks, each having wheels configured to engage arailroad track and a bolster supported by a respective one of thetrucks; a vessel supported by the bolsters and configured to store alading; and a measurement system for measuring a level of the ladingwithin the vessel, the measurement system comprising: a gauge mounted toeach of the bolsters, such that each bolster has a respective gauge,wherein the gauges are disposed at selected positions on the bolstersand configured to sense localized displacement experienced by thebolsters during motion of the railroad vehicle and generate signals inresponse thereto; and a controller for calculating the level of thelading within the vessel in response to the signals generated by thegauges.
 16. The railroad vehicle of claim 15, wherein the gaugescomprise one or more physical displacement gauges comprising: eddycurrent, capacitance, laser, confocal, inductive and magneto-inductive.17. A railroad vehicle, comprising: a truck having wheels configured toengage a railroad track; a bolster supported by the truck; a vesselsupported by the bolster and configured to store a lading; and ameasurement system for measuring a level of the lading within thevessel, the measurement system comprising: gauges mounted to thebolster, wherein the gauges are disposed at selected points on thebolster and are not located on or above upper surfaces of the bolster,and the gauges are configured to sense at least one of lateral andlongitudinal localized displacement experienced by the bolster duringmotion of the railroad vehicle and generate signals in response thereto;and a controller for calculating the level of the lading within thevessel, wherein the controller is configured to compensate for changesin the level of the lading during motion of the railroad vehicle inresponse to the signals generated by the gauges.
 18. The railroadvehicle of claim 17, wherein the gauges comprise one or more physicaldisplacement gauges comprising: eddy current, capacitance, laser,confocal, inductive and magneto-inductive.
 19. A railroad vehicle,comprising: a pair of trucks, each having wheels configured to engage arailroad track and a bolster supported by a respective one of thetrucks; a vessel supported by the bolsters and configured to store alading; and a measurement system for measuring a level of the ladingwithin the vessel, the measurement system comprising: a gauge mountedadjacent to one of the bolsters such that the gauge is spaced apart fromthe one of the bolsters and configured to sense localized displacementexperienced by the one of the bolsters and generate signals in responsethereto; and a controller for calculating the level of the lading withinthe vessel in response to the signals generated by the gauge.
 20. Therailroad vehicle of claim 19, wherein the gauge is configured to senselocalized vertical displacement experienced by the one of the bolsters.21. The railroad vehicle of claim 19, wherein the gauge comprises aphysical displacement transducer that is free of direct contact with thebolster, such that gauge does not physically touch the bolster itself.22. The railroad vehicle of claim 19, further comprising a bridgemounted to a top of the bolster adjacent side bearings of the bolster, abracket mounted to a vertical surface of the bolster, the bridge isspaced apart from the bracket, and wherein the gauge comprises aphysical displacement gauge located between the bridge and the bracket.23. The railroad vehicle of claim 19, further comprising bridges, eachmounted to a top of the bolster adjacent a respective one of the sidebearings of the bolster, the bridges are attached to each other at apivot, a lever extends from each of the bridges adjacent the pivot, andwherein the gauge comprises a physical displacement gauge locatedbetween distal tips of the levers opposite the pivot.
 24. A method ofmeasuring a weight of a lading in a railroad vehicle, the methodcomprising: (a) providing a railroad vehicle having a pair of trucks,each truck having wheels engaging a railroad track and a bolstersupported by a respective one of the trucks, and the railroad vehiclecomprises a vessel supported by the bolsters and the vessel contains alading therein; (b) measuring a level of the lading within the vessel bysensing localized displacement of both of the bolsters during motion ofthe railroad vehicle and generating signals in response thereto; and (c)calculating the level of the lading within the vessel by compensatingfor changes in the level of the lading during motion of the railroadvehicle.
 25. A method of installing a weight measuring system on arailroad vehicle, wherein the railroad vehicle comprises a truck havingwheels configured to engage a railroad track and a bolster supported bythe truck, the method comprising: (a) grinding and polishing portions ofthe bolster; (b) mounting strain gauges directly to the bolster at theground and polished portions and installing communications hardware tothe strain gauges; and then (c) sealing the strain gauges mounted to thebolster.